LAMPMAN wrote:This February 2017, resignalling will see Panel D at Bristol Panel close with control passed to Didcot TVSC. Didcot TVSC will then fringe to Gloucester Panel at Berkley Road Jn

Didcot TVSC will also then control from Paddington buffer stops to Patchway, where it fringes with South Wales Control Centre. While this may not be as long as trains remaining under (say) RETB control in the windswept wilds of Scotland in terms of distance or time, is it the longest number of signal sections that a train remains in one control centre?

Rugby might be a contender

I would think Motherwell would come a fair way up the list.

Last edited by Fast Line Floyd on Tue Jan 31, 2017 9:07 pm, edited 1 time in total.

In fact, the new layout and signalling will allow three parallel movements in or out at the West end of Bristol Parkway station, one to/from South Wales, one to/from Avonmouth and one to/from Bristol Temple Meads in any to/from combination.

S&TEngineer wrote:In fact, the new layout and signalling will allow three parallel movements in or out at the West end of Bristol Parkway station, one to/from South Wales, one to/from Avonmouth and one to/from Bristol Temple Meads in any to/from combination.

I presume you mean post-Filton four tracking? At present although there is a 15 mph facing crossover at Filton there does not appear to be any signalled routes through it - I am guessing that a higher speed crossover will replace it, but having to run "wrong line" from Abbey Wood to the east end of Parkway will make it of little use in regular operation, especially with the extra half-hourly Paddington-Bristol service in the full IET timetable. What Parkway really needed was the ability for a train from Bristol to arrive in p.3 while a South Wales train ran into p.4, instead of standing out, i.e. there should have been two up lines and one down between the station and Stoke Gifford not v.v. but that ship presumably sailed with the layout provided at the opening of platform 4.

I note that the SA currently refers to permissive working for the purpose of detaching multiple unit trains in p.15 - surely that's meaningless as trains can be split anywhere it's not specifically prohibited?

Mike Stone wrote:I note that the SA currently refers to permissive working for the purpose of detaching multiple unit trains in p.15 - surely that's meaningless as trains can be split anywhere it's not specifically prohibited?

I would assume that as they are planning to split multiple units then by default they probably will want to couple them which does require permissive working.